Elevator



July 23, 1935.

E. L. GALE ELEVATOR Filed March 25, 1932 6 Sheets-Sheet l v VENT R E. L. GALE July 23, 1935.

ELEVATOR 6 Sheets-Sheet 2 Filed March 25, 1952 QSQG RO E. L. GALE ELEVATOR July 23, 1935.

z ms szs Filed March 25, 1952 6 Sheets-=Sheen 5 INVENTOK ifiwoz. M

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E. L. GALE July 23, 1935.

ELEVATOR Filed March 25, 1952 6 Sheets-Sheet 4 July 23, 1935. L GALE 2,Gfi8,823

ELEVATOR Filed March 25, 1952 6 Sheets-Sheet 5 July 23, 1935; E. 1.. GALE zmmz ELEVATOR Filed March 25, 1932 6 Sheets-Sheet 6 INVEN 7'01? fmwz M.

Patented July 23, 1935 UNITED STATES ELEVATOR Ernest L. Gale, Yonkers, N. Y.

Application March 25, 1932, Serial No. 601,081

75 Claims.

My invention relates to elevators and more particularly to a mechanical system to control a plurality of elevators operating in a bank.

There are at the pres nt time various types of electrical systems ident ied in the trade as signal control used for the purpose of controlling slowdown contactor circuits instead of flash contactor circuits as commonly used in the signal art, for a bank of elevators from a single riser of up and down landing buttons to initiate slow-down and stop of the rst car reaching a pre-determined distance from any landing for which a call is registered, and whose direction of movement corresponds to such registered call. Push-buttons within each car, one for each landing served are actuated by a car operator to pre-register calls announced by car passengers and they initiate slow-down oi the car with which they are associated. These systems are primarily electrical in structure and function as to the passenger controlled floor-relays or call registering means having contacts which operate jointly with car controlled electrical commutating machines called selectors to control electrical secondary circuits to initiate operation of slow down mechanism.

The present invention accomplishes substantially the same results as does the electrical type referred to, but it is of a mechanical type as to the call. registering means, car controlled selectors, re-set means for said call registering means, and also as to certain other features. The elements taken by themselves and in combination are new in the art and have a mode of operation diiiering ver substantially from the electrical type now in public use or any patented prior art pertinent thereto regardless of type.

A summation of the various features of the present invention follows;first, selectively controlled mechanical devices, one up and one down for each intermediate landing served. responsive to up and down hall-buttons constructed and arranged to register calls common to all the cars of the bank, by the use of only a single up and a single down actuating magnet therefor, arranged so that calls initiated from the respective cars are registered only for the particular car or cars from which the call is initiated so that in effect a hall-button will cause stop of a first car of the bank at its landing, whose direction corresponds to said button, while on the other hand the car buttons cause stop only of their own car; second; a mechanical selector actuated accordance with car position operable jointly with said selectively controlled mechanical call registering means to cause slowdown successive steps, followed by a final stop; third; mechanical re-set means to cancel calls initiated from the landings when the first car is intercepted, the arrangement being such as to prevent interception of a second car coming along in the same direction while the first car is responding to a call, which is accomplished by preventing second registration of a call until restart of the car from the landing; fourth; a new and novel drive for the mechanical selectors comprising up and down sets of cams each carried by an arm and the arms of each set are carried by independent shafts driven from the car, the arms being adjustable independently as to those in each set for co-operation with a linear movable actuator at the proper time to compensate for different floor heights and as between the two sets relative adjustment therebetween can be made to allow for different sequential operation necessary for up and down direction of car movement. The linear movable actuator is given only a stepby-step movement rather than a continued movement in accordance with the position of the car and this results in a very considerable reduction in the over-all length of the selector as a unit; fifth; grouping the selectors in a manner to facilitate the use of only a single up and a single down electro-magnet to control the hall registering means common to all cars and with the view of economizing in space taken and size and weight of the mechanical elements. This grouping provides a most practicable way for providing the mechanical connections between the electromagnets and the common call registering means and also between the call registering means and their associated selectors, because without such grouping which I hold is a very important feature of the invention, economy in the number,

size, weight and space taken, could not be obtained and it is by such grouping that a most practicable and economical solution of this mechanical problem may be attained; sixth; means to control the mechanical selector drive in a manner to initiate slow-down of the car at a given or ore-determined distance from a landing to allow for necessary retarding action for floorto-floor run with stop at adjacent landings, and which will on the other hand control said selector drive to initiate slow-down at a greater distance from, or far enough in advance of a landing for which a call is registered, to allow for added steps of deceleration necessary for higher car speed as attained when no stops are effected at adjacent landings in which case the greater distance of car movement will enable it to attain such higher speed which is prevented when calls are registered for stop at adjacent landings; seventh; mechanical means whereby each car will in effect re-set only its own car-button calls, the arrangement being such that the re-set operation of the common call registering means of the first car stopped at any particular landing will not disturb any existing calls registered from within the other cars. 7

Other features will be pointed out hereinafter, the novel combinations of elements and arrangements of parts being pointed out in the appended claims.

In the accompanying drawings, Figs. 1, 1A, and

13, read together illustrate diagrammatically more essential elements of an elevator system having a bank of three cars; Fig. 1 illustrates more particularly the bank of cars etc. together with mechanical selector mechanism and a drive therefor as arranged for each car; Fig. 1A illustrates more particularly and in perspective mechanical call registering means arranged for two intermediate landings for registering up and down stop calls common to all cars of the bank in response to up and down push-buttons located at each of said two landings, also mechanical means for registering calls initiated from the cars, for step at each of said landings, each call being individual only to its own car and being responsive to push-buttons to be located within each car, there being one push-button within each car for each intermediate landing served, together withmechanical selectors for all three cars of the bank, as arranged for two intermediate landings and for up and down directions of car movement, and combined with certain electrical mechanism to control slow-down mechanism for all three cars and for both directions of car movement; Fig. 1B is a diagrammatic illustration of a car switch multi-speed control system such as is associated with each car and in which the direction for car movement and start is initiated by a car operator followed by automatic acceleration together with automatic decelerating mechanism combined with mechanism to control same and certain other control mechanism arranged in accordance with the present invention to initiate its operation in response to registered calls; Fig. 2 is a somewhat enlarged detail view of mechanical call registering cleans controllable from the landings and cars by pushbutton controlled electro-responsive means which initiate operation of said. registering means, together with grouped mechanical floor selectors and drives therefor and certain other elements,

in accordance with the. present invention and as constructed and arranged for an intermediate landing, both directions of car movement and for all three cars of the bank; Fig. 3 illustrates a front elevational view of a portion of the mechanical selector for one floor and one direction of car movement together with certain drive mechanismetc. all as constructed and arranged inaccordance with the present invention; Fig. 4 is a side elevational view. of Fig. 3; Fig. 5 illustrates a plan view of a certain part of the selector drive illustrated in Figs. 4 and 5; Fig. 6 illustrates somewhat in perspective a portion .of certain parts of the drives for three cars and one direction of movement as grouped to drive their associated selectors; Fig. '1 illustrates in perspective and somewhat enlarged. the common call registering means whose operation is initiated from an up push-button at an intermediate landing to register a call common to all three cars of the bank, together with associated floor selectors for all three cars; Fig. 8 illustrates in elevation and as viewed from the side, the common and individual call registering means and their respective selectors as arranged for all three cars, one intermediary landing and for one direction of carmovement, and Fig. 9 illustrates in perspective and somewhat schematically the relative positioning of the selectors for all three cars as arranged for three intermediate landings and for one direction of car movement, together with a portion of the drive for the selectors of one car.

The system will now be described in detail. In Fig. 2 the elements in general excepting the selector drives and electrical mechanism to control slow-down, are for one intermediate landing only, toinitiate automatic slow-down and stop thereat of all three cars of the bank, from said landing and from within each of the cars and for both directions of car movement.

The system may be arranged for any number of landings to be served in which case the ole rents are duplicated for each intermediate landing served. In providing for each of the end landings certain of the elements are omitted as for example, up call registering means and associated selector mechanism will be omittedior the lower terminal landing, and down call registering means and associated selector mechae nism will be omitted for the upper terminal landing.

Since such elements as call registering means and associated selector mechanism are duplicated for each intermediate landing, a detailed description of such elements for one intermediate landing will suffice for all.

At each intermediate landing served there is a single up control means or push-button UHB and a single down control means or push-button DEB effective to register calls common to all three cars of the bank. These call registering means are, of the same construction and arrangement and hence a description of one will sufiice for all.

Operation of the up push-button Ul-IB energizes an electro-magnet which operates a latch 2 to release a bell-crank 3 which now will rock by gravity to register an up call for stop, such call being common to all three cars of the bank.

This registration of a call common to all cars of the bank involves establishment of an operative mechanical connection between mechanical selec tors Si, S2, S3 for all three cars #l, #2, #55 of the bank respectively and their associated slowdown stop control mechanism Al, A2 and A3 see Fig. 1A, each of which is controllable in common and for up direction of car movement only, from all landings from the second to the upper terminal. by the provision of only a single up pushbutton at each landing. The call registering means at a landing by the use of only a single actuating magnet establishes an operative connection between the selectors corresponding to said landing and for all cars of the bank, and the slow-down and stop control mechanism for .all three cars. so that in effect, said slow-down and stop control mechanism of the first car to reach a landing for which a call is registered and whose movement corresponds to the call regisvtered will, by reason or the mechanical connection between the selector and the corresponding call registering means, have necessary movement imparted thereto. to cause slow-down and stop of the car at the landing. It is obvious that the car-actuated selector is the source from which said necessary movement is obtained. The call registering "means as considered collectively, that is, for a plurality of landings, constitute motion transmitters controlled selectively to establish mechanical connections between, or the coupling together of the selectors of all cars of the bank their associated slowdown and stop control mechanism.

These common call registering means each comprises in addition to the bell-crank 3 and rock-shaft 4, see Fig. 7, a rod 5 supported at opposite ends by a pair of links 5 one of which connects with one arm of the bell-crank and the other connecting wi h a lever l keyed or otherwise on the rock-shaft to rock therewith. Motion transmitting levers Li, L2, L3, one for each car for up car movement, see Fig. 7, are each supported at one end and in common on a rod 5 relatively to which they have lost motion movement by being slotted as at 200. Each lever Ll etc. connects at its other end with its associated lever Tl, T2 and T3 respectively, having rocking movement on shaft 9, see '7. The levers TI, T2 and T3 at their upper ends co-operate with their associated rods R R2 and R3 respectively, see Figs. 1A, 2 and 7. Each rod Rl etc. is independently supported at opposite ends by levers I 3 pivotally supported at H.

Each rod R1, R2 and R3 has a swinging motion, imparted to it from its associated lever Tl, T2, T3 respectively to cause its associated levers Hi to rock and such rocking movement is transmitted from one of these levers l0 associated with each rod and through the intermediary of any suitable mechanical. connection such as l2 to associated slow-dorm control mechanisms Al, A2 and A3 for cars it l, #2 and #3 respectively. Said echanical connections such as l2 which are for up car travel, and I2 for down car travel are of a construction to impart motion to a commutating mechanism comprising a brush carrier l3 carrying necessary brushes such as M and I5, see Fig. 1A, to co-operate with necessary segments such as l5,

1 and I8 for example, to control in successive order energizing circuits for windings I9, 26 and 2! of decelerating relays DI. D2 and D3, which by opening their associated normally closed contacts 22, 23 and 24 respectively thereby opencircuit holding circuits 371, 26 and 25 respectively for the windings 28, 29 and 30 of the accelerating contacts F, G and H.

Direction of car movement and start of the cars are controllable only from within each car and a usual car switch CS under control of an operator in each car is provided to control such operations in a well known manner through control of electro-responsive reversing switches RS, RS,

A variable speed hoisting motor HM may be controlled as to direction and speed regulation by any well known methods such as are commonly used with variable voltage, multi-speed or rheostat control. As is well known, when variable voltage or Ward Leonard system is used direction of rotation of the hoisting motor and conse quently direction of car movement is controlled reversing the direction of current flow through a generator field winding GF of a Ward Leonard system W L.

The various slow-down contactors such as G and H, used in connection with any of the above methods are all well known and form no particular part of the present invention, and they are illustrated merely for the purpose of showing one way in which the present improved mechanical selective control system and certain electrical elements may be combined therewith to initiate their operation.

It will be observed by reference to Fig. 1A which illustrates certain elements as arranged for two floors and for up and down directions of car movement, that the rod Hi connecting with the slow-down control mechanism A5 for car l, is common to the levers Tl corresponding to both the second and third landings, and although only two landings illustrated it will he understood that such rod El is common to all levers Tl corresponding to all landings from the second to the upper terminal landing; the rod connecting with slow-down control mechanism A2 for car common to all levers T2 corresponding to the above noted landings, and the rod R3 connecting with slow-down control mechanism for car is common to all levers T3 corresponding to said landings above named. The Fig. in also shows for each of s landin s and for all three cars, the independently movable motion transmitter levers Ll, L2 and L3 which connect with the levers Tl, T2 and T3 respectively, in association with their respec ve slow-down mechanisms for both up and down directions of car movement. The selectors Si, S2 and S3 for all three cars #l, #2 #3 respectively for one landing and up direction or car travel are arranged in one group X, while those for the other direction of car movement are arranged in a second group X! and are designated Si l, Si 2 and Sl3 and their associated motion transmission leve are designated Li I, Lil and Ll3.

The selector for each intermediate landing, for car and for each direction of car movement, see Fig. consists of a segmental gear 32 which together with those for all the other landings may be freely supported for rocking movement on a common shaft 33. Each segmental gear has imparted to it from its associated drive which for cars #l, #2 and are designated, Di, D2 and D3 respectively, a limited rocking movement which is transmitted by an arm 34 to its associated arm 35 to move some transversely to the longitudinal axis of its associated toothed driving spindle which for the three cars are designated DSl, DSE and BS3, re l. Said riving spindle such ror any one is aligned with all its associated selectors correspending to one direction of car movement, and its over-all length is in some proportion to the over-all distance or" ar travel.

The selectors of each group and for each landing are arranged. side-by-side relatively close to each other as viewed in Fig. l, but slightly off-set as viewed from the side as in Figs. 8 and 9, so that their associated arms 35 move transversely in diiierent planes.

Such grouping and arrangement of the selectors is a very important feature of the present invention since it provides a most practical way for mechanically connecting selectors for all cars of the bank with the common call registering eans as provided herein to e actuated by a ingle eloctro-magnet. By such grouping, the overs 35 are relativel she; in length which means a consequent saving in weight and space. whereas if the selectors were not so purposely grouped but were widely separated. and arranged relatively close to their associated hoisting mechanism as is usual. with the electrical type of selector now used in conjunction with signal control, such economy in length, weight and space could not be obtainable particularly if the very economical and simple construction for registering a call common to all the cars of the bank by the use of only a single electro-magnet is adhered to. Indeed it may be that without so grouping the parts, the results as obtained herein by mechanism essentially mechanical would be difficult of attainment without being prohibitive as to cost, use of space, size and weight of the elements which in order [/0 be practical should be kept within reasonable bounds.

Each lever Li, L2 and L3, Li i, LE2 and LE3 in both the up and down groups X and Xi respectively, for each intermediate landing has a tooth 355, and carries at its end a pivotally supported lever having a tooth 38. These levers for car #I and in the up group are designated ClU-2 and Gill-#3, see Fig. 1A, while those for car #i and in the down group are designated CiD2 and CED- 3. Said levers for car #2 and in the up group are designated CZU-ii and C2U--3, and in the down group CED-2 and C2D-$. Said levers for car #3, and in the down group are designated C3D--2 and CED-3, and in the up group, C3U-2 and (EU-3. It will be obvious that in the above designations the numeral first appearing identifies the car with which the lever is associated and the numeral last appearing identifies the par- 'cular landing with which the lever is associated.

The teeth 36 and 36 are off-set from each other as viewed from the side as in -8 and each of the selector levers 35 is likewise provided with two teeth 36 and 38 off-set relatively to each other to co-operate with the teeth of the levers Ll L2 etc., such co-operation of course being between the two sets of teeth which correspond as to the car, landing and direction. Said teeth 36 and 2.8 are arranged on opposite faces of their associated levers and are pivotally supported to enable them to rock freely in'one direction but not in the other. 7

The levers CiU2, C2U--2 etc., are in eifect mechanical selectively operable callregistering means controlled only from their associated cars from which point their actuation to register calls is initiated and such initiation is controlled by means of the push-buttons located within each car, one for each landing served.

In Fig. 1A, car buttons for cars #i, 2 and 3, and for the second and third landings are designated as follows; for the second landing, within car #8, CBl2; within car it 2, 032-42; within car #3, CB32. For the third landing, within car #i, CBl3; within car #2, 0332-3; within car #3, CB3--3. Fig. 1 also illustrates up and down hall buttons UHB and DHB to be located at the second and third landings.

Associated with each lever such as CiU-Z etc. is a releasable latch 39 which normally keeps its lever in its raised or what may be termed a noncall-registering position as will be observed from Figs. 1A and 2. Calls registered from any particular car are individual to that car only, that is to say, they will initiate slow-down and cause final stop, only of their own car, and this function of the car buttons is to be distinguished from that of the hall buttons which as mentioned heretofore register calls common to all three cars of the bank to cause stop of the first car.

This individual registration is effective because each-of the call registering means such as C iU-2 etc., for any particular car, is responsive to, or set inregistering position only in response to the car button with which such elements are associnecting parts.

ated. Furthermore each car button registers such an individual call only for its own car by releasing the levers in both the up and down groups, which correspond to the particular car,

from which the call is initiated. This result is accomplished by providing in association with each latch 39 in both groups a trip device 40. Thus, for each landing and for each car there is provided a pair of trip devices one in the up group and one in the down group and each pair of trip devices is actuated through a mechanical link connection M, by an electro-magnet 42, and energization of each is controlled only by the push-button within the particular car which corresponds thereto.

Momentary pressure of the second landing car button CBi2 corresponding to car #i energizes its corresponding electro-magnet 52 and the latter is made self-hold ng, by the provision of a self-holding circuit 33 controlled by holding contacts id. Energization of said electro-magnet l? causes the latter to actuate the pair of trip devices dil carried by levers Ll, Lil in both the up and down groups, such levers corresponding with car if! and to the second landing. Said trips 25 co-operate with the latches 39 to cause release of the pair of levers CiU--2 and ClD2 in both the up and down groups. These levers being unlatched will drop by gravity to bring their teeth 38 into alignment with the teeth 38' of the selector Si and SM for car #i' and for the second landing. Such operation of the levers ClU2 and CiD2 by dropping their teeth into alignment with their associated selector teeth is in efiect a call registering operation because it establishes an operative connection between the slow-down control mechanisms A5 and AM for car #i and the selectors S! or SM of the up or down group depending on the direction of car movement so that motion imparted to one or the other of said selectors will in turn be transmitted to said slow-down mechanism through the intermediary of said connection as effected by the registering means and its con- Thus it will be seen that operation of the second landing car button for car i, initiates registration of a call for stop only for car #i at the second landing. It will be seen that pressing a button, in effect causes what may be termed a manual coupling of one part ofthe actuating mechanism for the slow-down control mechanism with the other part of said actuating mechanism operable in accordance with car position.

Consider now the operation of the hall pushbutton UHB2 located at the second landing. Momentary operation thereof causes energization of the magnet i which by being energized actuates the latch 2 to unlatch the bell-crank 3 and by so doing registers a call for up stop at the second landing, common to all cars. Unlatching the bell-crank permits it to drop by gravity carrying landing, so that the first car of the bani; to approach within a pre-determined distance of the second landing and which is traveling in an ascending direction, will by imparting motion to its corresponding selector for such landing cause such selector to impart motion by way of such coupled parts to its associated slow-down control mechanism to impart thereto degree of movement necessary to decelerate the car, and final stop may be effected in any well known manner either by leveling or non-leveling switch mechan m on. the car and co-operating cams therefor in the hoistway or their equivalents.

The manner which the down slow-down control mechanisms Al I, Ai2 and All will operate in response to registered calls is thought to be obvious in View of the detailed description al ready set forth for ascending car movement.

A detailed description of the new and novel selector drive will now be given and for such purpose reference will be made more particularly to Figs. 1 and 2 to 6 inclusive.

The selector drives are the same for all cars and a description of such drive in association one of the cars will suffice for all. Take the drive for the selector mechanism Si, for car #I', the up group. It comprises what may be termed an immediate drive designated as a whole Di. Each immediate drive comprises the toothed spindle D3! rotatable in accordance with movement of the car at a rate which is much slower and in some proportion to car speed. A pinion 5! is in constant mesh with said spindle. The pinion 5! is carried by a suitable carrier or traveler E32 guided for longitudinal movement by a suitable pair of guides such for example as are illustrated conventionally at 53.

The traveler pinion etc., may as a unit and for convenience of description be termed a reciprocator and as a unit will be designated R. The reciprocator R, see Fig. l, is given a stepby-step movement to the right or left as viewed in Fig. 4, depending on direction of car movement, in a plane parallel with the axis of the toothed spindle D81 and in accordance with car position by a series of rotatable slotted cams such 5 one for each landing served, said cams being carried by respective arms 55 carried by a rotatable shaft 56, said cams being adjustable relatively to each other on said shaft by the pr vision of adjusting nuts 55, such adjustability being necessary to allow for varying floor heights. There being two sets of these cams one for up and one for down direction permits relative adjustment on their independent shafts, and as between the two sets to allow for different sequential opera 'on for up and down car movements. The shaft is rotated at a relatively slow rate in accordance with movement of the car by a connection described hereinafter, to rotate said cams so that the slot 5'! in each, will, when the car is a pre-determined distance from a landing cor= responding to any given cam, engage a roller 58 on the under side of the reciprocator to impart the latter a short but relatively quick movement to move the pinion 5! out of mesh with the segmental gear of a selector corresponding to the landing which the car is moving away from and into mesh with the segmental gea' of the selector corresponding to the next or adjacent landing above. During such shifting movement of the pinion 5! it remains in mesh with and slides along the toothed spindle and consequently being rotated during said shifting movement. since the pinion 51 rotates. at the time it is brought in mesh with the segmental gear, it may be desirable in practice to provide the pinion and also the segmental gear with chamfered teeth to facilitate easy mesh and both of these gears may be of any well known noiseless composition, but it may be that due to their relatively slow rate at which the pinion 55 rotates, such noiseless construction need not be r sorted to. The adjustment of the up cams may be made so that when the car is ascending such step-bystep movement or impulse of the r ciprocator is efiective to throw the pinion into with the gears of the landing being apior example when the car is at a distance from sa landing which is a little less the height between the two adjacent i -dings and in this way motion is imparted to the segmental gear of such landing being approached, to rock same in a clockwise direction and such rockin movement of the selector, if

iIOill the landing or from the car, is ransznitted to the slow-down mechanism the associated car. Hence it will be seen that the selector will impart movement to the connection l2 which is of a pie-determined range corresponding to a flcor-to-fioor movement of the car, and by adjustment of the fixed segments relatively to the traveling brush and to each other, the decelerating and stop operations can be rendered effective at the necessary points with in the over-all range of movement of the brushcarrier.

From the description thus far given it will be seen that the rotatable slotted members 54 by imparting step-by-step movement to the reciprocator connects the selectors for the various successively with the source of mechanical power, which results in actuation of the arms successively and transversely to the longitudinal axis of the toothed spindle DS! Hence it will be obvious that the car-actuated mechanical selectors operating jointly with the selectively controlled mechanical call registering means cause actuation of the slow-down control mechanism to initiate operation of the decelerating contactors in a manner to cause slow-down and stops successively or in the natural or .er of landings, regardless of the order in which said calls are registered.

Means are provided herein which act as a telltale for car speed or motor speed, the tell-tale employing the latter being illustrated herein, but car actuated governor controlled contacts (not shown) may be as eilectively used. I employ a C. E. M. F. (countenelectro-n1otive-force) relay having three sets of top contacts, iSii to 132 inclusive and back contacts i233, and whose winding is connected across the armature of the hoisting motor to act as a tell-tale for speed of the latter and consequently of the car.

The contacts i313 are included in a circuit including contacts 134 of a relay 535 responsive to 62 of the car switch CS,

ni h-er speed contacts and winding 28 of the higher speed accelerating relay'F, said circuit being traced as follows; from a plus wire I35, contacts 53-: which are closed by energization of a winding 35 from the higher speed car switch contact E32, wire 53], contacts 533 of the C. E. M. F. relay so designated, wire I38, winding 28 of the higher speed accelerating relay F, and thence to the minus line by way of wire 39. With this arrangement, even though the operator may at start throw the car switch to full on position onto the higher speed contact 1'52, the higher speed relay F cannot become efiective to cause higher car speed until the speed of the motor is suflicient to cause operation of the C. E. M. F. relay.

1%. adjustable segments if and i8 to engage same The car travels a pre-determined distance be fore attaining a speed necessary to cause operation of the C. E. M. F. relay and according to the construction of the mechanical selector etc., the

pinion 58 is shifted out of mesh with the segmental gear corresponding to a landing which the car is starting say the second for example, and

' into mesh with the segmental gear corresponding to the third landing, such shifting being effected when the car has moved a short distance from parted to the slow-down control mechanism Al for said car before the latter has moved the predetermined distance calculated as necessary to cause operation of the C. E. M. F. relay and consequently before higher speed operation is effecive by operation of the higher speed accelerating relay F. Such actuation of the slow-down mechanism Ai results in deceleration of car it! through the control of the two lower speed relays G and H followed by final stop controlled by the stop switch SS.

Each slow-down control mechanism such as A! for example, has associated therewith two movable brushes i i and 55 carried by a brush carrier The brush l co-operates with the fixed but successively to control decelerat ng relays D2 and D3 for slower car speed and for fioor-to-floor runs with stops at adjacent floors, in which case the range of movement of the brush carrier i3 for such runs is less than that for more than a one floor run, in which latter case the car will travel a distance enabling it to attain a speed sufficiently high to cause operation of the C. E. M. F. relay.

In order properly to decelerate from the higher speed, the higher speed relay F is brought under control of the slow-down mechanism such as Al for example, by associating therewith a fixed segment i6 and movable brush l4. When the C. E.

M. F. relay operates, it opens its back-contacts I33 to render the floor-to-fioor brush 5% ineffective and closes its top contacts l3! to render the rear brush l i effective. Contacts l3! complete a circuit as follows; from a plus wire Hi8, contacts li-ll, wire 6G to a junction 25@, parallel wires 258 and 252 connecting with rear brushes M and Hi of the up and down slow-down mechanisms Al and All respectively.

The brush id is adapted successively to engage the brushes i6, ll and I8 and to do so requires a longer range of movement of the brush carrier l3 than is required for the floor-to-floor run. Furthermore, because of the higher car speed it is necessary to initiate slow-down sufficiently in advance of the landing to be stopped at in order to obtain proper deceleration.

Hence in accordance with the present invention there is provided what will be termed an advance pinion 66, see Figs. 4 and 9 carried by the reciprocator adjacent toand in advance of, that is, with respect to its working movement, the pinion 5i and in constant mesh with the toothed spindle DSi. Normally said pinion 66 lies in a plane sufiiciently below that of the pinion 5! so that it will not, mesh with the segmental gears of its associated selector. When the motor speed has increased sufiiciently to operate the C. E. M. F.

relay, the latter closes contacts i132 to energize 67 which through a toggle connection fia'with a depressible shaft 89 carrying the pinion 5i, lowers said shaft and in this manner the pinion 55 is lowered to a non-meshing plane with respect to the selector segmental gear teeth.

The shaft 58 co-operates with a slot if! in the reciprocator standardand is guided thereby to retain said pinion 55 in mesh with the toothed member DSI during its movements to lowered and raised positions. An additional magnet 'ii, energized simultaneously with the magnet 6i, actuates the advance pinion 66 through the intermediary of a toggle connection 58 similar to that of the pinion 5!, from its normally lowered to a raised position.

The circuit for the magnets t? and ii in parallel may be traced as fo11ows;from a plus wire Hi6, contacts E32, wire l ll, normally closed contacts 5 32, of a relay M3 having a winding i 34 controlled by a movable brush Hi5 controlled by slow-down mechanism Al, wire Ml, contacts i i-8 of a relay R59 controlled by an up relay RU, wire Mil to a junction lfiil wherefrom parallel wire sea and i252 extend to the windings 675 and ll respectively, the wire 52 including normally closed contacts I53 of a relay see controlled by the down directional relay RD, thence through said windings to the minus line by way of wire l55.

Continuing now with the operation, such advance gear now being elevated and in mesh results in initiating movement of the brush carrier 13 substantially two fioors in advance of the car and the brush carrier as a result of its actuation in a continuous manner first by the pinion 6% and then by the rear pinion 5i will have imparted to it a longer range of movement to cause the rear brush i4 successively to engage all three segments i6, H and i8 thereby to control all decelerating steps through control of all decelerating relays Di, D2 and D3successively in the order named.

It will be obvious that in making a two floor run, the reciprocator pinions 66 and El will be given two impulses, or in other words shifted twice in a linear direction, say for example, one

after the car leaves the second landing and which impulse brings the advance pinion into a position to mesh with the fourth landing selector segmental gear, and a second impulse after the car passes the third landing thus bringing the advance gear into alignment with the fifth landing segmental gear and the rear pinion E5 is now in alignment with the fourth landing segmental gear.

If a call is registered at the fourth landing sufficiently in advance of actuation of its associated selector. arm 35 by the advance pinion 6B, the brush carrier l3 will have been moved a pre-determined distance by the time the car reaches the third landing thus to cause the travelling brush i lto pass over the segment it to cause the first slow-down operation by effecting operation of the higher speed decelerating relay Di, and such movement of the brush carrier causes a brush M5 to passover a fixed segment M6 to energize the winding ltd of relay M13 and the latter operates to open the normally closed contacts M2 included in the common feed i l? heretofore traced for the magnets 5? and H thus to de-energize the latter to permit the advance pinion SE to move to a lower plane or inoperative position and the rear pinion to be elevated to its operative plane such operation being timed to be effective simultaneously with the second shift of the reciprocator which with the rear pinion now elevated, brings said elevated pinion into mesh with the fourth landing segmental gear and the latter continues movement of the brush carrier I3. Such lowering of the advance gear 65 simultaneously with the second shift of the reciprocator necessary under the circumstances, to prevent it meshing with the fifth landing segmental gear, since a stop is to be made at the fourth landing.

Hence for the two floor run the advance gear 66 meshes with the segmental gear corresponding to a landing substantially two floors in advance of the car and will in response to a call impart necessary movement to the brush carrier to cause operation of the higher speed decelerating relay DI to initiate the first slow-down operation from higher speed, and then the ad- Vance gear is thrown out of mesh substantially at the time when the reciprocator is shifted and the rear pinion 5| is elevated into mesh with the selector corresponding to the landing to be stopped at and hence said pinion 5| continues the movement of the brush carrier to cause operation of the two final decelerating relays D2 and D3, said rear pinion and the selector segment remaining in mesh with the car stopped at the landing.

It will be particularly mentioned at this point that the C. E. M. F. relay is of a particularly novel construction which in detail is illustrated in Fig. 1B. The armature I5 may be arranged with an air gap TI adjusted by adjusting screw "I8, and in this Way the C. E. M. F. winding I57 can be made to operate its armature at the desired speed of the hoisting motor and such operation bears some relation to the distance which the car has moved and can be calculated.

The armature I6 when in its attracted position is maintained in such position by a self-acting latch '53. The latch I8 is normally held in a raised position by a spring I9 and is rocked on a pivot 80 by an electro-magnet I58 whose energization from the plus wire I 60 and wire I3! is conditional on starting the car as for example is accomplished by including in its circuit normally open contacts 8| and'82 in parallel of the up and down starting relays RU and RD respectively. With such an arrangement the operation of the contacts associated with the C. E. M. F. relay from normal position is related to speed of the hoisting motor, but the return of said contacts to normal position is independent of speed and is conditional on the final stopping operation of the car as for example by deenerg ing the up and down relays RU and RD which opens said contacts 3| or 82 to de-energize the winding I58 to permit the spring 19 to actuate the latch 18 to release the armature I5. By making return of said contacts particularly those designated i3I which control the feed for the brushes M and I5 or I4 and I5 conditional on final stop, thus gives assurance that the feeds 25I or 252 to said brushes I4 and I4 will be maintained closed and the feed 65 for brushes i5 and I5 will at the same time remain open, which operations are necessary in order that the decelerating relays may not possibly operate out of proper sequence which might happen if the E. M. F. relay without the latch or its equivalent is relied upon to release the armature and this is so because time at which it will release is uncertain, it being understood that the closed armature or sealed armature will let go at a speed considerably lower than that required to attract the armature from normal position with an open air-gap.

Furthermore the engagement of the brush I45 with segment I46 bears direct relation to position of the car which insures de-energization of the windings S7 and l! in proper sequence with respect to shifting of he pinions from one segmental gear to the next during deceleration but such proper sequence of operation could not be relied upon if the de-energization of said windings were dependent on the opening of the C. E. M. F. contacts I32.

Friction devices FD are operated through frictional connection with members I2, I2 respectively, to actuate their associated contacts respectively to open-circuit same thus to open-circuit the feed circuits G5 to the brushes 55 when the members i2, 52' are returned their actuated positions to their normal ositions as shown, thus to prevent possible false operation of the decelerating contactors during such return movement of said members I2, I2.

At this point it will be mentioned that the windings Si and 32 of the reversing switches which control the generator field winding to control direction of car movement are controlled by up and down directional relays RU and RD respectively having windings l3 and 84 respectively controlled by the car switch contacts 85 and switch segment 8?, and a feed contact 552 connecting with a plus feed wire I53.

The car operator in order to control start and acceleration needs only to move the car witch in the direction corresponding to the desired direction of car movement and to full on position momentarily and can then return it to its normal position in ch case the running of the car and acceleration is automatic and requires no further attention of the operator.

This automatic operation is well known and therefore needs no detailed description and is eilected by providing self-holding circuits 88 and 89 respectively for the windings or" the relays RU and RD, and self-holding circuits 25 and 26 for the windings 3Q 29 of the first and second accelerating relays 1-1 and G respectively. The higher speed contact 52 of the car switch controls an energizing circuit for the windin 92 of the relay I35 and said relay is made self-holding by a c' edit 94 controlled by the contacts S5 and 98 of the up and down relays RU and RD. The relay 335 is provided with contacts I34 in series with the C. E. M. contacts 530 to control energization of the windin 28 of the higher speed accelerating relay F.

By making the relay E35 self-holding, the car switch need not be held in on position until the C. E. M. F. operates in response to speed in order to effect operation of the higher speed relay F since the contacts 53% are held closed independently of the car switch to close the energizing circuit for winding 23 at one point and the closure of said circuit at the second by the C. E. M. F. contacts I36 completes said circuit to cause operation of the accelerating relay F.

The initial energizing circuit for the winding 82 may be traced as foliows;frorn plus wire I53, through car switch by way of contact IE2, segment 8! and contact 62 to wire I54, through winding 92, wire S5, normally closed contacts 22 of the higher speed decelerator relay DI, and to the minus line by way of wire I66. A holding circuit for said winding 92 is as follows;from the plus wire I50, contacts 95 or 95 in parallel to feed a wire fi holding contacts H58, wire I69 which forms a junction at i'iil with the initial energizing wire i6 3.

From what is said above, it will be seen that the circuit for the winding 28 is controlled by the C. E. M. F. contacts l3fi, and the contacts Q34 in series. Contacts 7 539 remain closed until stop of the car but contacts 536 are open-circuited to de-energize the winding 23, by operation of the V slow-down mechanism Al to bring the brush it into engagement with the segment it thus to complete an energizing circuit for the winding 19 of the decelerating relay Di causing operation of the latter to open its contacts 22 to open the holding circuit for the winding Q2 of the relay E35 thus permitting the latter to open its contacts and in such manner de-energize the winding 28 of the high speed relay and by so doing cause the latter to open its associated contacts 5 if! to cause the first slow-down from the higher speed operation of the car.

To effect final stop of the car usual well known leveling mechanism (not shown), may be used such mechanism having a directional function, but if desired a non-directional normally closed stop switch SS on the car may be provided it having a roller Q9 to co-operate with up and down stop cams i851 and mi located in the holstway at each intermediate landing served and for each end landing there is only one of these cams. This switch is provided with an electro-inagnet E92 having a circuit I93 controlled by contacts sec of the first accelerating contactor H.

' The electro-magnet H32 when energized actuates the stop switch and roller to a retractive position said switch at the same time maintaining its contacts closed, to prevent the roller from striking cams at the landings not stopped at. However when the contactor H operates to cause the final decelerating step its contacts open the circuit m3 to energize the retractive winding thus to permit the stop switch to assume a position so that its roller will be in a cam engaging position. When the car reaches the stopping distance from the landing, the roller engages one or the other of the cams thereby causing opening of the stop switch contacts which open the self-holding circuit 88 or 59 of Whichever directional relay is closed and such relay opens its associated contacts W5 or lot to open their associated circuits for the reversing switch windings Si or 82 respectively and a reversing switch opens thus to open the circuit of the generator field winding and in such manner cause final automatic stop of the car.

Referring now more particularly to Fig. 1. In the over-head or basement there is in association with each car a shaft Isl driven from the car by any of the usual types of'drives as for example a cable and drum, sprocket and chain or tape and reel, the latter type being illustrated herein and comprises a pair of tapes E38 and their reels are designated 38?). There may be a mechanical connection between the shaft it! driven by the reels and the shaft 55 of the immediate selector drive.

However grouping the selectors as has been done herein and also their immediate drives Di, D2, etc., means that certain of said selectors with their immediate drives may be some distance remote from their associated machines. While it is possible'and practicable to provide suitable mechanical connections from the riven shaft such as I01 for each car to its associated immediate selector drive, it may be preferable to drive such remotely located immediate drives from their associated driven shaf s 58? by a system well known and identified as the Selsyn system in which the driving motor 598 is connected through suitable reduction gearing with the ml, and the driven motor H38 electrically connected by cable connections contained within a conduit I89, with the driving motor I83, ismechanically connected by suitable sets of gearing such as lit for example with said shaft 5% and by such arrangement car movement is accurately reproduced and transmitted to the rotatable shaft 56 which as will be remembered carries the rotatable cams 5 3.

the three cars of the bank is provided with this Selsyn motor method of. reproducing movement of the car and transmitting it to the associated shaft 55. v

The toothed spindle DSI associated with each car and for the up group may be driven in accordance with movement of its associated car by suitably connecting its shaft H2 with its associated shaft 5% as for example by a sprocket and chain connection Ill.

The selectors in the down group for each of the three cars of the bank are driven from each of their associated shafts 56', by the same type of mechanism as used and already described for the up group, it being understood of course that the advanced and rear pinions are in reversed relation as between those in the two groups.

Shafts 5-3 for such down group are each mechanically connected with and driven from the shafts H6 intermediate their associated shafts 55 and driven Selsyn motors corresponding therewith in the up group by any suitable means such as sprocket and chain connections which for car #5 is designated NS; for car #2, lit; ,for car #3, H5. a

Referring now to another feature of the inven tion. When anycar is ascending its associated reciprocator pinions 5i and E6 of the up group are operative to actuate the selectors associated therewith in the up group but the reciprocator' pinions 5i and 66 are inoperative to actuate the selectors associated therewith in the down group. The advance pinions 6E and 1'55 in both the up and down group for any car are in a normally lowered plane or non-meshing plane with .re-

spect to the teeth of the segmental gears. Now, when any car is ascendin its associated pinion E6 in the down group is caused to remain in such inoperative plane by including in the circuit for its associated magnet l l the normally open con tacts MB of a down relay its controlled by the down relay which in effect means that said magnet is efiective to be energized by closure of the C. E. M. F. contacts 532 only when the car is descending. In this way the down advance pinion is prevented from being elevated in response to closure of said C. E. M. F. contacts Hi2, into a meshing plane when the car is ascending. The rear pinion associated with said advance is at this time also loweredto a non-meshing posi tion by its magnet til whose circuit H5 is now energized from the contacts Ill closed when the car is ascending by energization of their associated winding M6 by way of contacts ill and circuit H8 controlled by the up directional relay From what is said above, it will be obvious that for any ascending car, the selector corresponding Of course it will beunderstood that each of,

thereto in the down group will not be operative,

that is, will not have motion imparted thereto because both the advance and rear pinions 65 and 55 are in a lowered or'non-mesliing.plane.

A similar arrangement is provided to so lower both pinions in the up group for any car when it is descending.

The reciprocators R and R in the up and down "1 1y for any car will be advanced n or the other according to direction of car movement and their position therefore always bears correct relation with the cars position and furthermore the independent adjustment of the two sets of cams on their independent shafts results in such advance movements of the up and down reciprocators being effective in different sequences for up and down car travel, while those in each set are adjustable relatively to each other to allow for varying floor heights.

Reference will now be made to Figs. 2 and 7 for adescription of the mechanical re-set opera 'tion of the elements responsive to a hall-button which registers a call'common to all cars and those responsive to a car button to register the three cars, in common, and in turn to the link and lever 3 to rock the latter to a re-set position as shown in Fig. 2, and the trip 2 drops by gravity into the position shown to retain the lever 3 and connected parts in re-set position.

In this manner the first car of a bank which actuates its selector arm 35 effects a mechanical and automatic re-set of all the levers Ll, L2 and L3 corresponding to all cars of the bank and such re-set is effective practically as soon as slowdown is initiated so that a second car coming along in the same direction and close to the first car will not receive the call because the tooth 35 of its associated selector will be in non cooperative position with respect to its associated tooth 36 so that the latter will merely move freely past, or clear the tooth 36, and in such manner only the one and first car will be intercepted. When the lever 3 is so returned to its re-set position a latch H3 releasable by a latch H4 actuated in common by the lever such as Tl for all three cars and through the intermediary of associated rods H5 abutting said latch, engages a pin I E1 on the latch 3 and maintains such call registering means in the re-set position and so prevents registration of a second call until the first car re-starts from the landing, at which time such arm as Tl corresponding to said first car is permitted to return to its normal position as shown through the action of a weight, spring or equivalent means, a spring H8 being shown. Such return movement effective when the pinion 5| is shifted as when the car is a short distance from the landing stopped at and such shifting can be e'lfective when desired by adjustment of the slotted cams which actuate the reciprocator. ment of the selector arm 35 to normal position by the action of a spring I I9 or other equivalent means.

Such shift also permits return movethe individual car call registering means such as CIU2 etc. rock in a clockwise direction in response to car button calls to align their associated teeth 38 with the teeth 38'. Such levers in both groups are re-set collectively as the car nears the terminal landings.

Re-set or the common call registering levers Ll, L2 and L3 by a first car does not disturb or cause re-set of calls registered from other cars since each call registered from a car is maintained until its associated lever such as Ll etc. by its working movement, carries the trip latch 35) out of co-operative relation with its associated latch 49.

It will be remembered that the relays responsive to car buttons are self-holding which means on the one hand that each operated relay retains its associated latch 39 in released position and it will be obvious then that the re-set or raising of the leversLl, L2 and L3 for all three cars will not disturb the action of the trips 40 corresponding to the other two cars in maintaining their associated latches 39 released from their associated levers CIU2 etc.

In this manner the individual car button calls registered for such other two cars of the bank will remain registered while at the same time the common call registering means are re-set by the first. This in effect means that a call registered from any particular car for stop, will regardless of whether a common call is registered from the corresponding landing, remain registered and will be re-set at the terminal landings, while on the other hand, the common call registering means will intercept the first car of the bank whose direction of movement corresponds thereto and such first car will mechanically re-set said common call registering means.

The magnets 42 responsive to the car-buttons are self-holding, and a holding circuit may be traced (see Fig. 1A) from a plus wire 265, holding contacts 266, winding 42, wire 261 and thence through two sets of normally closed contacts 268 and 269 of down and up re-set switches 210 and 2H respectively. These reset switches are what may be termed a magnetic type with their pivotally supported windings 212 and 213 and cores as a unit being located on the car and their magnetizable armatures 214 and 215 respectively being located near the lower and upper limits of car travel. Said windings on the car are off-set from each other and their associated armatures in the hoistway are similarly arranged.

The windings 212 and 213 are energized one at a time in accordance with direction of car movement, the former being energized by closure of contacts 216 controlled by a down directional relay 211, and the latter being energized by closure of contacts 218 controlled by an up directional relay 219. The windings 280 and 28l of said relays may obviously be connected in parallel with the windings 84 and 83 respectively of relays RD and RU, as by wires 5M and 500 respectively.

All of the car button controlled magnets for each car are provided with a self-holding circuit and all of such circuits for each car are subjectto their associated two sets of contacts 268 and 269 in series.

' V Withthis arrangement when a car ascending,

,its' re-set. w inding 273 is energized but without effecton the contacts 269 until the car nears the upper terminal landing at which time the winding and fixed armature in the hoist way are brought in I to attractive relation thus causing the winding together with the core to rock and in this manner the contacts 269 are open-circuited' to open the self-holding circuits subject thereto for the 10 magnets 2, and thearmatures of the latter will return to re-set position carrying with them the trips in both groups. I x 'Fordescendingdirection of car movement, the down re -set magnetic device will operate in a similar manner'to re-set the trips 40 in both groups when the car nears the'lower terminal landing to bring the magnetic device 2T0 into "magnetic relation with the fixed armature or magnetizable member 274.

When the car .is ascending and the re-set "switchjli operates',,it closes contacts 558i momentarily to "energize the electro-magnet 388 and 283' in parallel, with the result that both sets of fingers 28:2 and 318 operate to re-set both sets of call registering levers ClU-Z, (MD-'2 etc.

When the car is descending and the device Z'lll operates, it closes 'contacts;282 momentarily to energize the electro magnets 380 and 283 in parallel, with'the result that both sets of fingers .284 and 3.18 operate to re-set both' sets of call registering leversClU-2, ClD-'2 etc.

It may be preferable to omit the self-holding circuits for the car button relays-in which case the relays operate the trips iflonly momentarily toregister acall, and the registering levers corresponding to direction of car movement will be mechanically re-set by the camming action of V the lever 35 during its working movement, which action will rock 'a registering lever to non-registering or.re-set position to be retained by its associated latch 39,'and the registering levers in .the group which do not correspond to direction of 'car movement will be re-set collectively at the control switches, one at each of a plurality of landings mechanical motion transmitting means cntr01led selectively by said control switches to register calls to'cause'slow-down of the car at f landings for which calls are registered,'and means operable manually only from within said car to cause-start thereof. r

2; In combination, a plurality of cars operating in a bank, and a control system therefor comprising a control switch at a landing mechanical motion transmitting meanscontrolled by saidcontrol switch to register a'call common to all cars of the bank, to cause slow-down of the first car to reach a predetermined distance from the land ing for which said call is registered.

3.- In combination, a plurality of elevator cars operating in a bank, a single up and a single down control switch at each of 'a plurality of landings, mechanical motion transmitting means responsive to its corresponding up control switch to register'a call common to all cars of the bank, and

mechanical motion transmitting means responsive to its corresponding down control switch to register a call common to all cars of the bank.

4. In combination, a plurality of elevator cars operating ina bank, a single up and a single down control switch at each of a plurality of landings, a plurality of control switches within each-car one for each of said landings, mechanical motion transmitting means responsive to said up and down control switches to register calls common to all the cars of the bank, and mechanical motion transmitting means responsive to said control switches within each car to register calls for stop, said calls being individual to the car from which they are initiated.

5. In combination, an elevator car, a plurality of control switches one at each of a plurality of landings mechanical call registering means comprising for each of a plurality of lam-dings a motion transmitting member responsive to said control switch-es and operable jointly'with car actuated mechanical selector mechanism to cause automatic slow-down of the car at landings for which calls are registered, and means only within the car to control its starts.

6. In combination, an elevator car, a control switch at each'of a plurality of landings, mechanical selector mechanism actuated in accordance and mechanical call registering means to register up and down stop calls common to all the cars of the bank in response to said single up and a single down control switch at each of a plurality of landings, said mechanical means when in registered position being mechanically coupled with their corresponding selector mechanism'and op-. erating jointly therewith to cause interception of the first ascending andfirst descending cars respectively at landings for which up and down calls are registered.

8. 'In combination, a plurality of elevator cars operating in a bank, car actuated mechanical se-- lector mechanism foreach car, a single up'and a single down'control switch at each of a plurality of landings, mechanical call registering mechanism for all of said cars controlled in common from said single up and a singledown control switch to bemechanically coupled to their associated mechanical selector mechanisms to be actuated thereby to cause slow-down of a first car oi a bank Which is ascending and the first car which is descending, and mechanical call registering mechanism controlled from within each car of the bank to be mechanically coupled with said mechanical selector mechanism which corresponds thereto to cause slow-down only of the individual car from which calls are initiated.

9. In combination, an elevator car, control means therefor comprising mechanical selector actuating mechanism having a linear movable traveler, and camming means to impart a stepby-step movement to said traveler in accordance with pre-d-etermined positions of the car and being adjustable to allow for varying floor heights,

and means to adjust said camming means.

10. In combination, an elevator car, control means therefor comprising mechanical selector actuating mechanism having means movable in a linear path, and two sets of camming devices to impart step-by-step movements to said means in accordance with pre-determined positions of the car, said devices being independently adjusta as to those comprising each set to allow for varying floor heights and being independently adjustabie as between the two sets, and means to adjust said two sets oi camniing devices.

11. In combination, an elevator car, control means therefor comprising selector mechanism having means movable in a linear path, two sets of camming devices to impart step-by-step movements to said means in accordance with pro-determined positions of the car, each set being carried by independent shafts, and a driving conection between the car and said shafts.

12. In combination, an elevator car, control means therefor comprising selector mechanism having linear movable travelers, two sets of camming devices to impart a step-by-step movement to said travelers in accordance with predetermined positions of the car, two sets being carried by independent shafts to permit independent adjustment as between the two sets to allow for different sequential operations tlierebetwe-en as necessary for up and down directions of car movement, and those of each set adjustable relatively to each other on their respective shafts to allow for varying floor heights, means to adjust said two sets of camming devices.

13. In combination, an elevator car, control therefor comprising a selector mechanism h for each landing comprises a motion transmittmg member, and means to actuate said members successively comprising a traveler having step-by-step movement to it into relation with said members, means controlled by the car to move said traveler a predetermined amount nly when the is at predetermined points within its limits of travel, said traveler remaining stationary at all other tin es during movement of the car etween said limits.

14. In combination, elevator car, control means therefor comprising a mechanical selector mechanism which for each landing comprises av motion transmitting member, means to actuate members comprising a pinion, a connecsame, means to impart a step--. to said pinion in accordance w c movement chanical means for register ng calls in response to operation of said initiating switches, and mechanical selector mechanism comp sing a p urality of members, said movement said bringing it into engagement with said members successively, said mechanical call registering means being controlled selectively to be mechanically coupled to said selector messuch coupled parts being actuated order by said pinion to cause automatic slowdown of the car when it reach s a pre-determined distance from landings for which calls are lstered.

16. In combination, an elevator a control switch at each of a plurality of landings for i j tiating calls, mechanical means responsive to said initiating switches to register calls, mechanical selector mechanism comprising a plurality of members, a rotatable pinion having a step-by-step linear movement to bring it into engager -t with said members successively in accordance with predetermined positions of the car successively to actuate said members, and electrical slow-down mechanism, said mechanical call registering means effective by registration of calls to sheet a mechanical coupling together of said slow-down mechanism with said mechanical selector mechanism.

17. In combination, an elevator car, control mechanism therefor compr ig a meci nical selector comprising a plurality of r mbers each having a toothed portion, and a dr for said members comprising an advance and rear pinion to mesh with said toothed portions.

18. In combination, an elevator c control mechanism therefor comprising selector mechanism, having a plurality of segmental gears, and a drive for said mechanism comprising a rear and advance pinion, to mesh with said gears and means to impart linear and rotative movements to said pinions.

19. In combination, an elevator car, means comprising selector mechanism to control same, a drive for said selector mechanism comprising rear and advance pinions, one normally in an operative plane and the other normally in an inoperative plane, and speed controlled means to cause movement of said latter pinion to an operative plane.

20. In combination, an elevator selector mechanism to control the same having two linear movable members one arranged in advance of the other, a C. E. M. device to render said advance member operative, and means dependent on car position to render advance member inoperative.

21. In combination, an elevator car, control means therefor comprising a mechanical selector comprising a plurality of independently movable members, means to move same successively in accordance with the position of the call registering means comprising a plurality of motion transmitting members, said latter named members and said selector members being nor-- mally uncoupled, means to retain said selector members and said transmitting members in such uncoupled relation, said latter means being independent or" said selector me bers, and means operable selectively to effect the coupling together of said transmitting means and their corresponding selector members.

22. In combination, an elevator car, call registering means comprising a plurality of motion transmitting members, means to actuate said members in accordance with the position of the car, a control switch at each of a plurality of landings operable to shift said transmitt ng ncmbers from a re-set position to a set pcsi on for actuation in successive order by actuating means, a plurality of decelerating switches, and mechanical mechanism common to said transmitting members to be actuated thereby, to cate operation of said decelerating switches srlccessively thereby to cause slow-down of car in successive steps.

23. In combination, an elevator car, a car start switch, a plurality of accelerating switch s, means controllable only from within the car to initiate operation or" said start and accelerating switches, means to maintain all of said switches in operated position automatically, call re -"tering means comprising a plurality of motion transmitting members, mechanical selector mechanism comprising a plurality of car actuated members, a control switch at each of a plurality of landings, a plurality of control switches within the car, one for each of said landings, means responsive to said control means at the landings and within the car to couple said transmitting members with their corresponding selector members, a mechanical member 001 'uOIl to said transmitting members .to be actuated thereby, and means actuated by said mechanical member to cause operation of said accelerating switches successively to slow the car down in successive steps followed by a subsequent stop operation.

24. In combination, an elevator car, call registering means comprising a plurality of members, mechanical selector mechanism comprising a plurality of movable members, control switches operable selectively to mechanically couple said first named members with corresponding selector members, a plurality of accelerating switches, a member common to said first named members to be actuated thereby, means controlled by said common member to cause operation of said accelerating switches in an order inversely to that in which they initially operate, a drive for said selector members, means to control said drive so that a pre-determined range of movement is imparted to said common member to cause said means controlled by said latter member to cause operation of a pre-determined number of said accelerating switches, and additional means to control said drive so that a greater pre-determined range ofniovement is imparted to said common member to cause said means controlled thereby to cause operation of all of said accelerating switches.

25. In combination, an elevator car, amechanical control system therefor comprising a selector comprising a plurality of independently movable members, said members each having a toothed portion, a drive for said members comprising a master pinion whose length is in some proportion to the distance as measured between the two limits of car travel, an additional pinion to mesh with said master pinion and said toothed pinions, and means operable in accordance with car position to shift said additional pinion into mesh with said toothed portions in successive order. 26. In combination, an elevator car, a switch,

means to actuate said switch comprising a plurality of toothed members, a master pinion whose length is in some proportion to the distance as measured between the two limits of car travel, an additional pinion to mesh with said toothed members and said master pinion, and means operable in accordance with predetermined positions of the car to shift said additional pinion into mesh with saidtoothed members in successive order.

27. In combination, an elevator car, a switch, means to actuate said switch comprising a'plurality of toothed members, a master pinion whose length is in some proportion to the distance as measured between the two limits or" car travel, an additional pinion to mesh with said toothed members and said master pinion, a linearly movable traveler forming a bearing support for said additional pinion, and means operable in accordance with car position to shift said traveler to cause said pinion to mesh with said toothed portions in members, means to actuate said members comprising a linearly movable traveler, means carried by said traveler to co-act with said members to move same, and means operable in accordance with pie-determined positions of the car to shift said traveler to cause said means carried thereby to cause movement of said members in successive order.

29. In combination, an elevator car, a selector comprising a plurality of movable members, a linearly movable traveler carrying means to coact with said members to move same, means to impart a step-by-step movement of said traveler to cause said means carried thereby to cause movement of said members in successive order, a plurality of members controlled selectively to be coupled to corresponding selector members for actuation thereby, and a member common to said latter named'members to be actuated thereby.

30. In combination, an elevator car, a plurality of movable members each having a toothed portion, a pair of pinions, means to form bearing supports for said p-inions so that one is in the rear and the other is in advanced relation, said rear pinion being normally in a plane to mesh with said toothed portions and said advanced pinion being normally in a non-meshing plane with respect to said toothed portions, and means to shift said pinions so that said rear pinion is in a nonmeshing plane and said advanced pinion is in a meshing plane with respect to said toothed portions.

31. In combination, an elevator car, a plurality of movable members each having a toothed portion, rear and advanced pinions one normally in a meshing plane and the other in a non-meshing plane with respect to said toothed portions, means to shift said pinions to change their relative planes, a master pinion which is of a length in some proportion to the travel of the car, said two first named pinions in constantv mesh with said master pinion. and means operable in accordance with car position to move said rear and advance pinions into meshing relation with said toothed portions successively.

32. In combination, an elevator car, control means therefor comprising a selector having a linear movable member, means to initiate slowdown of the car at different yore-determined distances from a landing said means comprising two members carried by said linear movable member and arranged. in series thereon one in advance of the other, and means operable to render said rear member ineffective and said-advance member effective to in iate slow-down or" the car.

33. In combination, an elevator car, control means therefor comprising a selector having a linear movable traveler, means to initiate slowdown or" the car at diiferent pro-determined distances from a landing, said means comprising two members carried by said traveler and arranged in series thereon one in advance ofthe other, and a C. E. M. device to render said advance member effective to initiate slow-down of the car at the greater or" said distances.

34:. In combination, an elevator car, control means therefor comprising a selector having a linear movable travele', means to initiate slowdown at the car at different pre-determined distances from a landing, said means comprising two members carried by said traveler and arranged in series one in ad'- .nce of the other, a C. E. M. F. device to render said advance member effective to initiate slow-down of'the car at the greater of said distances, and means operable subsequently to a pre-determined slow-down operation of the car to render said rear member effective to control further slow-down operation of the car.

35. In combination, an elevator car, selector mechanism comprising means movable in accordance with car position, call registering means comprising a plurality of motion transmitting members controlled selectively to be coupled mechanically to said movable selector means for actuation thereby in successive order, a traveling brush actuated in common by said transmitting members, a plurality of segments arranged to be engaged in successive order by said brush, and a plurality of slow-down circuits controlled by said brush and segments.

36. In combination, an elevator car, selector mechanism comprising means movable in accordance with car position, call registering means comprising a plurality of motion transmitting members controlled selectively to be mechanically coupled to said movable selector means for actuation thereby in successive order, a pair of travelling brushes one in advance of the other, actuated in common by said transmitting members, a plurality of segments certain of which are engageable in successive order by one of said brushes and all of said segments being engageable in successive order by the other of said brushes, a plurality of decelerating switches controlled by said brushes and segments, and a C. E. M. F. device to render said brush which engages all of said segments effective.

37. In combination, an elevator car, a selector mechanism comprising a plurality of movable members, a linear movable traveler having means to coact with said members to cause movement thereof, means to impart a step-by-step move ment to said traveler to cause said coacting means to move said selector members in successive order, and a Selsyn drive to actuate said last named means in accordance with movement of the car.

38.111 combination, an elevator car, control means to initiate slowdown of the car at different pro-determined distances from a landing said means comprising a pair of traveling brushes arranged in series one in advance of the other, segments arranged to be engaged in successive order by said brushes, a counter electro-motive-force device effective to render said advance brush eriective to initiate slow-down of the car at the greater distance from said landing, and means controlled by said counter-electro-motive-force device to render said rear brush ineffective.

39. In combination, a plurality of cars, and

means to register a call common to all cars, to

intercept the first of said cars at the landing for which said call is registered and whose direction of movement corresponds to such registered call, said means comprising a control switch at the landing, to initiate the call, and a plurality of motion transmitting members, one for each of said cars, normally in re-set position and all being controlled in common by said control switch to be movedto a set or call registering position in response to operation of said control switch.

4:). In combination, a plurality of cars, and means to register a call common to all cars, to intercept the first of said cars at the landing for Which said call is registered and whose direction of movement corresponds to such registered call, said means comprising a manual control at the landing to initiate the call, a plurality of motion transmitting members, one for each of said oars, normally in a re-set position, and an electromagnet common to all of said transmitting members and responsive to operation of said manual control to cause movement of all of said transmitting members to a set or call registering position.

41, In combination, a plurality of cars, and means to register a call common to all cars, to intercept the first of said cars at the landing for which said call is registered and whose direction of movement corresponds to such registered call, said means comprising a control switch at the landing to initiate the call, a plurality of motion trai'ismitting members, one for each of said cars, a trip controlled member common to all of said transmitting members to retain them in re-set position, and trip releasing means responsive to operation of said control switch to release said common member to permit movement of allof said transmitting members to a set or call registering position.

42. In combination, a plurality of cars, means to register a call common to all cars, to intercept the first of said cars at the landing for which said call is registered and whose direction of movement corresponds to such registered call, said means comprising a control switch at the landing to initiate said common call, a plurality of motion transmitting members, one for each of said cars, normally in re-set position and all being controlled in common by said control switch to be moved to a set or call registering position in response to operation of said control switch, and a plurality of car actuated selector members, one for each of said cars, each of said transmitting members when in said call registering position being mechanically coupled to said selector members which correspond thereto for actuation thereby.

43. In combination, a plurality of cars, an up control switch at a landing to control an up going car, a down control switch at said landing to control a down going car, a plurality of motion transmitting members, one for each of said cars, controlled in common to register a call in response to operation of said up control switch, and an additional plurality of motion transmitting members one for each of said cars, controlled in common to register a call in response to operation of said down control switch.

44. In combination, a plurality of cars, an up control switch at a landing, a down control switch at said landing, a plurality of up car actuated selector members, one for each of said cars, a plurality of motion transmitting members, one for each of said cars, controlled in common by said up control switch each to be mechanically coupled to corresponding selector members, a plurality of down car actuated selector members, one for each of said cars, and additional plurality of motion transmitting members, one for each of said cars, controlled in common by said down control switch each to be mechanically coupled to corresponding down selector members.

45. In combination, a plurality of cars operating in a bank, a plurality of up control switches, one for each of a plurality of landings, a plurality of down control switches, one for each of said landings, a plurality of motion transmitting members for each landing, one for each car of the bank, controlled in common to register a call common to all cars of the bank in response to operation of the up control switch for the landing corresponding thereto, a plurality of selector members for each landing, one for each car of the bank, each being mechanically coupled to its and an additional plurality of selector members for each landing, one for each car of the bank, each being mechanically coupled to its corresponding additional transmitting member when in call registering position.

46. In combination, .an elevator car, up and down control switches at said landing, a motion 15' transmitting member responsive to operation of said up control switch to' register the call, an

additional motion transmitting member respona sive to operation of said down control means to register the call, a selector member mechanically coupled to said motion transmitting member when in call registering position, and an additional'selector member mechanically coupled to said additional motion transmitting membe when in call registering position.

47. In combination, an elevator car, up and down controlmeans at a landing to initiate calls therefrom, a motion transmitting member normally in re-set position, an electro-magnet responsive to'said up control means to cause movement of'said transmitting member to call registering position, an additional motion transmitting member normally in re-setposition, and an additional electro-magnet responsive to said down control means to cause movement of said latter member to registering position.

48. In combination, an elevator car, up and down control means at each of a plurality of landings, up and down motion transmitting members for each of said landings, normally in re-set position, up and down electro-magnets for each and operable when the car is going down to mechanically actuate said down transmitting members which are in call registering position to cause stop of the car at landings for which down calls are registered, said up and down stops being made in the natural order of landings regardless of the order in which the calls are registered. 49. In combination, an elevator car, up and down control means at each of a'plurality of 1am ings, up and down motion transmitting members for each of said landings, normally in re-set position, up and down electro-magnets for each of said landings responsive to corresponding up and down control means to cause corresponding motion transmitting members to register calls, a

plurality of decelerating switches, a member common to said up transmitting members to control theoperation of said decelerating switches when the car is going up, an additional member common to said'down transmitting members to con- 7 O trol operation of said decelerating switches when the car is going down, and selector mechanism operable in accordance with the position of the car when it is going up to actuate said up transmitting members with are in call registering position, in successive order thereby causing said decelerating switches to slow-down the car at landings for which calls are registered, in the natural order of the landings regardless of the order in which said calls are registered, said selector mechanism operable in accordance with the position of the car when it is going down to j actuate said down transmitting members which are incall registering position, in successive order thereby causing said decelerating switches to slow-down the car at landings for which down calls are registered, in the natural order of the landings regardless of the order in which said calls are registered.

50. In combination, an elevator car, a control switch at a landing to initiate a call, a car actuated selector member, and a motion transmitting member normally in re-set position out of coupled relation with said selector member and controlled by said control switch to be mechanically coupled to said selector member without moving said latter member.

51. In combination, an elevator car, manual control means at a landing to initiate a call, a car actuated selector member, a motion transmitting member, means independent of said selector member to retain said transmitting member in re-set position, and an electronagnet having a circuit responsive to said manual control means, toactuate said retaining means to cause movement of said transmitting member into coupled engagement with said selector member for actuation thereby.

52. In combination, an elevator car, control means at a landing, car actuated selector mechanism which for said landing comprises two independently movable members, up and down motion transmitting members, normally in re-set position, and means responsive to operation of said control means to cause said up transmitting member and one of said selector members to be mechanically coupled together and to cause said down transmitting member and the other of said selector members to be mechanically coupled together.

53. In combination, an mechanism comprising means movable in accordance with car position, call registering means comprising aplurality of motion transmitting members controlled selectively to be mechanically coupled to said movable selector means for actuation thereby in successive order, a pair of travelling brushes one in advance of the other, actuated in common by said transmitting members, a plurality of segments certain of which are engageable in successive order by one of said brushes and all of which are engageabl in successive order by the other of said brushes, a plurality of switches controlled by said brushes and segments, driving means for said selector effective when the car in its advance toward any given landing is a predetermined distance therefrom and on condition that a call is registered for such landing, to actuate the transmitting member corresponding thereto to impart a predetermined range of movement to said brushes, and additional driving means for said selector mechanism efiective when the car in its advance toward said given landing and on condition that a call is registered for said landing, is a ore-determined distance greater than said first named pre-determined distance from said landing, to actuate the transmitting member corresponding to said landing to impart movement to said brushes, said additional drive imparting a predetermined range of movement to said brushes which is followed by operation of said elevator car, selector 

